Roadway transportation system

ABSTRACT

A reversible, driverless, fully electric or plug-in hybrid tractor-trailer includes a trailer equipped with autonomous reversible self-propulsion and steering equipment and configured to dock with one or two tractors in a pulling and/or pushing configuration. The tractor(s) are equipped for autonomous navigation. Replacement tractors can autonomously navigate from a charging and/or refueling facility to the tractor-trailer and can further autonomously execute a swap-out procedure by which spent tractor(s) are replaced by the freshly charged tractor(s). The replaced tractor(s) then autonomously navigate back to the charging and/or refueling facility, while the tractor-trailer continues, nonstop, toward its destination. Where allowed by law, combination multi-trailer road-train vehicles can be formed by connecting trailers to trailers and also possibly inserting a tractor between trailers that are attached to both ends of the inserted tractor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/005,497, filed on Jun. 11, 2018, and entitled “Roadway TransportationSystem”, which claims the benefits of and priority under 35 U.S.C. §119(e) to U.S. Provisional Patent Application Ser. No. 62/519,694, filedon Jun. 14, 2017 and entitled “Roadway Transportation System,” which theentire disclosures of each of the foregoing are hereby incorporated byreference herein in their entireties and for all purposes.

FIELD

The present disclosure is directed to systems for transporting people orgoods, and more particularly to a roadway transportation system thatutilizes environmentally friendly energy sources and autonomousnavigation.

BACKGROUND

The trucking industry is a major part of America's economy. Trucks moveabout 60% by weight and 70% by value of all U.S. goods. According to theJournal of Commerce website (JOC.com), the top 50 private firms (asranked in 2012) grossed $101 billion in 2012, with the top four (UPS,FedEx, JB Hunt and YRC) representing $51 billion of revenues. However,this does not include trucking integrated within companies. In total,trucking was a $544 billion industry in 2009.

The American Transportation Research Institute (ATM) annually surveysthe trucking industry and provides detailed data (98% tractor-trailerbased) on costs, use statistics and trends. FIG. 9 is a summary of theaverage carrier cost per mile including data specific to trucks haulingfull loads.

According to the survey responses, in 2012, driver wages and benefitsrepresented 32.66% of costs, and fuel and oil represented 39.58%.

Various technologies are emerging from projects such as PeletonTechnology's truck platooning (in which vehicle to vehicle communicationis used to connect the braking and acceleration between two trucks, sothat a lead truck can control the acceleration and braking of bothtrucks virtually simultaneously and allows the trucks to drive closer toeach other than would otherwise be possible, resulting in significantfuel savings due to aerodynamic benefits), Mercedes Benz's Level 3autonomous trucks (which have limited autonomous driving capability),Google's Level 4 autonomous cars (which have a greater autonomousdriving capability), and Peterbilt/Cummins' “Super Truck” (atractor-trailer that features aerodynamic improvements, advanced andlightweight materials, and friction minimization advances to improveefficiency).

The following documents are incorporated by reference into the presentdisclosure in their entirety: French Patent Application No. 2 954 927,entitled “Railway Driving And Transporting Assembly For Use In i.e. OreTransporting Train, Has Complementary Modules Mounted On Base Module InRemovable Manner And Equipped With Control Module, Safety Module AndNominal Power Module”; “Pony Express” Electrification of Long HaulTrucks Using Tractor Swapping, by Roger Bedell; U.S. Pat. No. 8,170756,entitled “Excavating System Utilizing Machine-to-Machine Communication”;Chinese Patent No. CN202378874U, entitled “Vehicle Grounding System ofHigh-Speed Motor Train Unit”; European Patent No. EP1955917B1, entitled“Railcar Vehicle for Passenger Transport”; European Patent No.EP2539205B1, entitled “Transport System with Tractors”; U.S. Pat. No.8,789,472, entitled “Quasi Self-Contained Energy Storage and PowerSupply System”; European Patent No. EP2179905B1, entitled “PassengerTransport Railcar”; PCT Application No. PCT/GB2011/051201, entitled“Improved Farming System”; U.S. Pat. No. 5,343,812A, entitled “Train ofArticulated Vehicles”; European Patent Application No. EP2882065A1,entitled “Charging Management System for Unpiloted Conveyance Vehicleand Charging Management Method”; and German Patent Application No.DE102012020617A1, entitled “Method for Operating Fleet of IndustrialTrucks, Involves Indicating Usage Data, In Which Ratio of TransmittedOperating Modes of Truck to Transmitted Operating Modes of Entire FleetAnd/Or To Remaining Operating Time of Trucks Is Provided.”

SUMMARY

The foregoing information illustrates the potential for dramatic costreduction in Fuel+Oil+Driver costs which together represent 72.24% oftotal trucking costs. A system that dramatically reduces these costswhile increasing average vehicle speed and total miles traveled per yearwould qualify as a disruptive innovation in the long-haul truckingindustry.

The present disclosure describes a network of self-driving, autonomoustractor-trailers (semis) that run on liquefied natural gas (LNG) orelectricity and operate twenty-four hours a day, seven days a week,primarily on U.S. Interstate highways. In at least some embodiments, thesystem may use existing vehicles, LNG stations and drivers/monitors. Thesystem contemplates a five-mile per LNG gallon 80,000-pound grossvehicle weight semi tractor-trailer with a 500-gallon (1,765-pound fuelweight) LNG tank and a range of 2,500 miles between refueling stops oroperations (since driver rest stops aren't needed). This extended rangewould significantly lower operating costs.

The present disclosure describes trucks and other vehicles that achieveimproved range and lower operating costs in part from the use of onemore technologies (including those described above from PelotonTechnology, Mercedes Benz, Google, and Peterbilt/Cummins) already indevelopment, in part from the use of real-time routing updates from Wazeand other tools to identify the most efficient routes of travel, in partfrom weight savings resulting from eliminating the cab/sleeper andmaking related modifications (which can result in a savings ofapproximately 3,000 pounds), and in part from the other featuresdescribed herein.

The present disclosure also describes one or more products, includingReversible Electric Driverless Battery Pack Tractors (“REDBPTs”) andspecially-designed long-haul freight trailers (“Trailers”), and aprocess using REDBPTs and Trailers through which freight is moreefficiently transported at a much lower cost. One REDBPT couples itselfto a Trailer front to pull the Trailer, while another REDBPT may coupleto the Trailer back to push the Trailer. Like tractors currently used intractor-trailer combinations, each REDBPT is capable of independenttravel, but is designed to operate together with one or more Trailersand/or one or more other REDBPTs to manage the safe and efficientmovement of Trailers. The Trailers may be reversible with identicaldocking ports on each end through which push/pull REDBPTs could coupleand uncouple.

A rig according to one embodiment of the present disclosure comprises atleast one tractor and at least one trailer. The at least one tractorcomprises a first autonomous driving system comprising a first processorand a first plurality of sensors, the first autonomous driving systemconfigured to steer the at least one tractor autonomously; a firstenergy source; at least one tractor motor powered by the first energysource; and a first docking port comprising a first communication link.The at least one trailer comprises a second autonomous driving systemcomprising a second processor and a second plurality of sensors, thesecond autonomous driving system configured to steer the at least onetrailer autonomously; a freight container; a second energy source; atleast one trailer motor; a plurality of powered, steerable wheels; and asecond docking port detachably secured to the first docking port, thesecond docking port comprising a second communication link detachablysecured to the first communication link.

The first energy source may be a first battery, the second energy sourcemay be a second battery, the at least one tractor motor may be anelectric motor, and the at least one trailer motor may be an electricmotor. The first battery may have a greater capacity than the secondbattery. The at least one tractor motor may have substantially equalcapabilities when operated in forward and reverse. The first autonomousdriving system may further comprise a first wireless transceiver. Thefirst autonomous driving system may receive information about at leastone of traffic and road conditions via the first wireless transceiver.The first autonomous driving system may control at least one ofacceleration, braking, and steering of the at least one trailer via thecommunication link or the first wireless transceiver. The at least onetrailer may comprise a regenerative braking system. The second pluralityof sensors may comprise a radar, a LiDAR, or a camera. The at least onetractor may be docked to a rear end of the at least one trailer and maybe further configured to push the at least one trailer.

A tractor-trailer system according to another embodiment of the presentdisclosure comprises a trailer and a tractor. The trailer comprises atleast one trailer coupling and a storage volume. The tractor comprises aplurality of wheels; an electric motor operably connected to theplurality of wheels so as to selectively drive the wheels; a tractorcoupling detachably secured to the at least one trailer coupling; and anautonomous navigation system comprising a first plurality of sensors, aprocessor, and a memory. The memory stores instructions for execution bythe processor. The instructions, when executed by the processor, causethe processor to selectively detach the tractor coupling from the atleast one trailer coupling while the tractor and trailer are in motion.

The selective detachment of the tractor coupling from the at least onetrailer coupling may occur while the tractor and trailer are travelingbetween 5 miles per hour and 85 miles per hour. The storage volume maycomprise a plurality of passenger seats and a lavatory. The trailer mayfurther comprise: a plurality of powered, steerable wheels; a secondplurality of sensors; and a processing unit capable of autonomouslycontrolling operation of the powered, steerable wheels, based in part oninformation from the second plurality of sensors. The powered, steerablewheels may be powered by at least one electric motor. The tractor mayfurther comprise a tractor battery. The trailer may further comprise atrailer battery, and the storage capacity of the tractor battery may beat least five times greater than the storage capacity of the trailerbattery. The tractor-trailer system may further comprise a secondtractor comprising a second tractor coupling, and the trailer mayfurther comprise at least a second trailer coupling detachably securedto the second tractor coupling. The memory may store additionalinstructions for execution by the processor that, when executed by theprocessor, cause the processor to selectively cause the tractor couplingto attach to the at least one trailer coupling while the tractor andtrailer are in motion.

A long-haul transport system according to still another embodiment ofthe present disclosure comprises a trailer and a plurality of autonomoustractors. The trailer comprises an enclosure for holding passengers orcargo; a trailer docking port; a plurality of sensors; a processing unitcapable of autonomously driving the trailer, based in part oninformation received from the plurality of sensors; and a plurality ofpowered, steerable wheels controlled by the processing unit. Each of theplurality of autonomous tractors comprises: a tractor docking portremovably attachable to the trailer docking port; an autonomous drivingsystem; a second plurality of sensors configured to provide sensedinformation to the autonomous driving system; a replaceable battery; andat least one electric motor powered by the replaceable battery, the atleast one electric motor drivingly connected to a plurality of wheels.Each of the plurality of autonomous tractors, under the control of theautonomous driving system, sequentially docks with the trailer via thetractor docking port and the trailer docking port while the trailer isin motion; remains docked with the trailer until reaching apredetermined battery level or geographical location; and undocks fromthe trailer while the trailer is in motion.

The terms “memory,” “computer-readable medium” and “computer-readablememory” are used interchangeably and, as used herein, refer to anytangible storage and/or transmission medium that participate inproviding instructions to a processor for execution. Such a medium maytake many forms, including but not limited to, non-volatile media,volatile media, and transmission media. Non-volatile media includes, forexample, NVRAM, or magnetic or optical disks. Volatile media includesdynamic memory, such as main memory. Common forms of computer-readablemedia include, for example, a floppy disk, a flexible disk, hard disk,magnetic tape, or any other magnetic medium, magneto-optical medium, aCD-ROM, any other optical medium, punch cards, paper tape, any otherphysical medium with patterns of holes, a RAM, a PROM, and EPROM, aFLASH-EPROM, a solid state medium like a memory card, any other memorychip or cartridge, a carrier wave as described hereinafter, or any othermedium from which a computer can read. A digital file attachment toe-mail or other self-contained information archive or set of archives isconsidered a distribution medium equivalent to a tangible storagemedium. When the computer-readable medium is configured as a database,it is to be understood that the database may be any type of database,such as relational, hierarchical, object-oriented, and/or the like.Accordingly, the disclosure is considered to include a tangible storagemedium or distribution medium and prior art-recognized equivalents andsuccessor media, in which the software implementations of the presentdisclosure are stored.

The phrases “at least one”, “one or more”, and “and/or” are open-endedexpressions that are both conjunctive and disjunctive in operation. Forexample, each of the expressions “at least one of A, B and C”, “at leastone of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B,or C” and “A, B, and/or C” means A alone, B alone, C alone, A and Btogether, A and C together, B and C together, or A, B and C together.When each one of A, B, and C in the above expressions refers to anelement, such as X, Y, and Z, or class of elements, such as X₁-X_(n),Y₁-Y_(m), and Z₁-Z_(o), the phrase is intended to refer to a singleelement selected from X, Y, and Z, a combination of elements selectedfrom the same class (e.g., X₁ and X₂) as well as a combination ofelements selected from two or more classes (e.g., Y₁ and Z_(o)).

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising”, “including”, and “having” can be used interchangeably.

The preceding is a simplified summary of the disclosure to provide anunderstanding of some aspects of the disclosure. This summary is neitheran extensive nor exhaustive overview of the disclosure and its variousaspects, embodiments, and configurations. It is intended neither toidentify key or critical elements of the disclosure nor to delineate thescope of the disclosure but to present selected concepts of thedisclosure in a simplified form as an introduction to the more detaileddescription presented below. As will be appreciated, other aspects,embodiments, and configurations of the disclosure are possibleutilizing, alone or in combination, one or more of the features setforth above or described in detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a Trailer according to at least one embodiment of thepresent disclosure;

FIG. 2 shows a tractor or REDBPT according to at least one embodiment ofthe present disclosure;

FIG. 3 shows a top plan view of a Trailer operably connected to twotractors or REDBPTs according to at least one embodiment of the presentdisclosure;

FIG. 4 shows a top plan view of a Trailer operably connected to onetractor or REDBPT in a pull configuration, according to at least oneembodiment of the present disclosure;

FIG. 5 shows a top plan view of a Trailer operably connected to onetractor or REDBPT in a push configuration, according to at least oneembodiment of the present disclosure;

FIG. 6A shows a first step of a REDBPT Swap-Out according to at leastone embodiment of the present disclosure;

FIG. 6B shows a second step of the REDBPT Swap-Out of FIG. 6A;

FIG. 6C shows a third step of the REDBPT Swap-Out of FIG. 6A;

FIG. 7A shows a first step of a REDBPT Swap-Out according to at leastanother embodiment of the present disclosure;

FIG. 7B shows a second step of the REDBPT Swap-Out of FIG. 7A;

FIG. 7C shows a third step of the REDBPT Swap-Out of FIG. 7A;

FIG. 8A shows a first step of a REDBPT Swap-Out according to at least afurther embodiment of the present disclosure;

FIG. 8B shows a second step of the REDBPT Swap-Out of FIG. 8A;

FIG. 8C shows a third step of the REDBPT Swap-Out of FIG. 8A;

FIG. 9 is a table summarizing data from the American TransportationResearch Institute showing average carrier cost per mile for truckshauling full loads;

FIG. 10 is a table summarizing the estimated per-mile costs (in 2012dollars) for a long-haul truck that implements the features of oneembodiment of the present disclosure; and

FIG. 11 is a graph comparing fuel price stability and cost per mile forelectric vehicles versus gasoline-powered vehicles.

DETAILED DESCRIPTION

Before any embodiments of the disclosure are explained in detail, it isto be understood that the disclosure is not limited in its applicationto the details of construction and the arrangement of components setforth in the following description or illustrated in the drawings. Thedisclosure is capable of other embodiments and of being practiced or ofbeing carried out in various ways. Also, it is to be understood that thephraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting. The use of“including,” “comprising,” or “having” and variations thereof herein ismeant to encompass the items listed thereafter and equivalents thereofas well as additional items. Further, the present disclosure may useexamples to illustrate one or more aspects thereof. Unless explicitlystated otherwise, the use or listing of one or more examples (which maybe denoted by “for example,” “by way of example,” “e.g.,” “such as,” orsimilar language) is not intended to and does not limit the scope of thepresent disclosure.

There are reasons other than simply the current cost of drivers' wagesand benefits to consider a switch to autonomous vehicles. Due to humanfatigue, federal law limits the number of hours drivers can operatetrucks to 11 continuous hours within a maximum 14-hour work day, afterwhich they are required to take a mandatory rest period of 10 hours. Inany seven-day period, the driver can be on duty (not necessarily justdriving) a maximum of 60 hours, or 70 hours in an 8-day period. Afterone of these 7- or 8-day periods drivers must be off work for 34 hours.Obviously, these limits wouldn't apply to autonomous vehicles.

Other than the need for picking up and dropping off trailers, refuelingand truck maintenance, there is no clear reason why an autonomous truckcould not operate on a 24/7 schedule. Based on ATM survey responses,truck-tractors were driven an average of 102,848 miles per year, withonly about a quarter of companies using ‘team drivers’. They alsovalidated with survey respondents an average overall truck speed of 40mph. Given that theoretically there are 8760 hours in a year, thisimplies a potential 350,000 miles per year per vehicle, for an averagetruck utilization rate of 29%. While there are always reasons whyvehicles are not fully employed, it would seem reasonable to expect thatautonomous vehicles with a 2,500 mile range and no need for rest stopscould achieve double these utilization rates, representing a much higherreturn on invested capital.

There are a few other advantages to autonomous trucks:

Improved safety: Long-haul driving mostly on interstates is much lessrisky than conventional urban and suburban highways. Fortunately,computers, cameras, radar and sensors don't get sleepy or distracted onlong boring drives.

Avoiding highway delays: By using technology similar to the Waze app'sreal-time routing updates, a centrally managed fleet of trucks couldcapitalize on a social network-derived database of up-to-the-minuteinformation on travel delays due to accidents, construction, sportsevents, and any other of the unpredictable ‘adventures’ of highwaytravel.

Reduced traffic congestion: A far larger percentage of long-haul freighttravel would be shifted to the early morning hours when few drivers areon the road. This would increase the utilization of our transportationinfrastructure while improving shipping times, safety and fuelefficiency. The human drivers will appreciate the reduction in rush-hourcongestion. The trucking companies would benefit from a higher averagetruck speed, perhaps approaching 60 mph compared to the current averageof 40 mph, which would increase the productivity of these fixed assets.It might also be worth considering restricting freight travel duringurban rush hours.

Reduced shipping time: With a non-stop range of 2,500 miles and norestriction on driver hours, shipping times could be slashed, creating asignificant competitive advantage. A 2,000 mile LA to Chicago trip mighttake as few as 33 hours, and San Francisco to New York City, 48 hours.For many routes there would be obvious cost and logistical advantagesover airfreight.

Although these advantages are real, there are also two majordisadvantages:

Loss of jobs for truck drivers: About 1.5 million Americans are employedas drivers in the trucking industry. While a transition to autonomoustrucks will be a gradual process, many good-paying jobs will be lostforever. Responsible companies who adopt autonomous technology shouldcreate a plan for transitioning drivers into other opportunities withintheir company, or if that is not possible, offer generous job trainingbenefits to help with this transition.

Lack of a human onboard if a problem arises: There may be a telephonenumber, website, and scannable QR code prominently displayed on theexterior of the truck (REDBPT and/or Trailer) to easily contact companydispatchers in the event of an accident or other problem.

The present disclosure contemplates the use of liquified natural gas(LNG) as one potential fuel for use in the transportation systemdisclosed herein, whether as the sole fuel or as one of a plurality ofenergy sources (e.g. in a hybrid vehicle). There is already growing useof LNG by some of the more progressive trucking companies, and LNGvehicles are now offered by most major long haul tractor manufacturers.The largest carrier, UPS, has announced a plan to add new LNG long-haultrucks and additional LNG fueling stations. LNG is reported to providefuel savings over diesel of about 30%. Based on July 2013 prices,Westport Innovations claims 39% lower fuel costs based on U.S. averageretail diesel and natural gas prices. However, there is a verysubstantial markup in retail station LNG prices versus raw natural gasprices, which in July 2013 averaged about $3.62 per million Btu versusabout $30 per million Btu for diesel. Much of this difference comes fromthe ‘retail’ utility prices paid by stations for natural gas, plus smallquantity fueling station liquefaction costs.

An alternative strategy is to build far fewer ‘proprietary’ fuelingstations at key locations throughout the U.S. based on trucks with a fargreater range, in this case 2,500 miles. This extended range can be agame-changer. These stations could produce far higher volumes of LNG atmuch lower liquefaction costs and could also employ custom-designedequipment for faster refueling. And instead of buying natural gas fromlocal utilities, gas could be purchased directly from producers (as isdone by chemical manufacturers) tapping into the existing nationalnetwork of pipelines. In 2010 manufacturers paid an average of $4.83 permillion Btu, a premium of 10% over the raw producer's (‘Henry Hub’)average spot price of $4.39. While a very large industrial plant'sliquefaction costs may be in the $0.90-1.30 per million Btu range, moremodest-sized facilities needed for large refueling facilities might cost$2-3 per million Btu. For present purposes, a cost of $3 per million Btufor liquefaction is assumed, plus $5 per million Btu for the natural gasto be liquefied, for a total of $8 per million Btu for LNG.

Even at those costs, given a current average diesel price of $3.91 pergallon, or $30.36 per million Btu, fuel costs per mile would be about aquarter of the reported $0.598 per mile for diesel-powered trucks, or$0.158 per mile—a reduction of 74%.

Other advantages to using LNG as a fuel are described below.

Stable and reliable fuel supply: Unlike petroleum, U.S. natural gas isabundant with sufficient proved U.S. reserves for about one hundredyears. In fact, due to shale gas development U.S. reserves have almostdoubled in the last ten years. Since the U.S. is a net exporter ofnatural gas, unlike diesel this supply is immune to global politicalinstability.

Less fuel price sensitivity: Even if delivered natural gas pricesdoubled to $10 per million Btu, which is unlikely given the vast U.S.reserves, LNG would still cost only 43% as much as diesel.

Far quieter: Heavy-duty natural gas vehicles have an 80-90% lowerdecibel level than comparable diesels.

Far lower emissions: Natural gas produces less than a tenth as muchnitrous oxide, 73% less particulate matter (soot), 23% less greenhousegas and less than half the volatile organic compounds compared to dieselfuel. Unlike diesel, natural gas engines do not require activeafter-treatment and only require passive emissions controls, whichlowers maintenance costs.

Biomethane: By using biomethane produced from landfill gas or food andanimal waste, there is a net savings compared to allowing the methane toescape into the atmosphere. The same is true for the use of methaneescaping from abandoned coal mines. Since raw methane is 20 or moretimes as potent a greenhouse gas as CO₂, there is a huge net reductionin greenhouse gas emissions.

There are other components of a motor carrier's cost per mile that canbe reduced based on the systems and methods of the present disclosure.Assuming that autonomous trucks can achieve an average speed of 60 mph,and that they can be managed so that they are on the road 70% of thetime, an autonomous truck could potentially average 367,920 miles peryear (0.70 utilization rate*24 hours per day*365 days per year*60 milesper hour), more than triple the ATM reported average per truck of102,848 miles. While the costs per mile of Repairs & Maintenance, Tires,Tolls and Permits & Licenses would not change, the increasedproductivity would have a direct impact on the cost per mile of Lease orPurchase Payments. Assuming a shorter (in years) total vehicle life, buta faster recapture of capital investment, it may be reasonable to reducethe per mile cost of Lease or Purchase Payments by half

It would also seem reasonable that Insurance costs per mile would belower based on 1) the absence of a driver who is at risk in an accident,2) the constant monitoring of potential mechanical failures by an arrayof computerized sensors, 3) the saved documentation of a full 360degree, 3D model of the accident site by the autonomous truck'sextensive camera, radar and LiDAR sensors, and 4) the anticipatedimproved safety record of autonomous vehicles whose focus and attentionnever wavers. For present purposes, however, insurance savings are nottaken into account.

FIG. 10 provides a summary of the estimated per-mile costs for along-haul truck that implements the features described above.

As can be seen above, the cost of operating autonomous, LNG-fueledlong-haul freight vehicles could be roughly one-third of the current$1.51 per mile cost reported by ATM survey respondents.

The present disclosure also contemplates the use of electricity for anenergy source in the transportation systems disclosed herein, whether asa sole energy source or as one of a plurality of energy sources (e.g. ina hybrid vehicle). Vehicles that utilize electric power alone have threemajor benefits over diesel or natural gas-powered (conventional)vehicles. First, the useful life of electric vehicles is growing rapidlydue to improvements in battery longevity and the need for fewer movingparts (which tend to wear out more quickly than stationary parts) inelectric vehicles. This increase in useful life reduces the depreciationof the vehicle, allowing users to extract more value from electricvehicles than conventional vehicles. For example, the Tesla Semi,announced Nov. 16, 2017, carries a warranty of one million miles andoffers a range of 500 miles(https://www.wsj.com/articles/tesla-changes-the-subject-1510940723).Second, electric vehicles are cheaper to maintain, because electricmotors do not need oil changes or tune-ups and are less likely to needunexpected repairs. Electric vehicles also do not have complextransmissions, which are a costly element in conventional vehicles. Forexample, GM's Chevy Bolt pure electric vehicle's first major service(changing the battery cooling fluid), other than replacing cabin airfilters and rotating tires, occurs at 150,000 miles(https://www.cnet.com/roadshow/news/chevy-bolt-maintenance-schedule/).Third, electric vehicles have a significantly lower fuel-cost per milethan conventional vehicles, and a significantly more stable fuel-costper mile, given the volatility of gasoline and diesel prices.Embodiments of the present disclosure that are powered by electricityenjoy these benefits.

Turning to the Reversible Electric Driverless Battery Pack Tractors andwith reference to FIGS. 1-2, a “Rig” would typically consist of aspecially-designed long-haul freight trailer (“Trailer”) 100 with aREDBPT 200 attached to one or both ends of the Trailer 100 (e.g. oneREDBPT 200 in a pushing configuration and/or one REDBPT 200 in a pullingconfiguration).

A Trailer 100 according to some embodiments of the present disclosurecomprises a freight container 104 supported by wheels 108 and 116. Oneor more motors 112 or other propulsion devices are operably connected tothe wheels 108, and an energy source 120 provides stored energy to theone or more motors 112. Two docking ports 124, one at each end of theTrailer 100, are provided, with each docking port 124 comprising acommunications link 128 and an electrical link 132. A plurality ofsensors 136 are positioned around the Trailer 100, and a processing unit140 is also provided.

The freight container 104 may be configured to carry passengers. In suchembodiments, the freight container 104 may be equipped, for example,with one or more doors, windows, air vents, emergency exits, lavatories,seats, seat belts, sleeping compartments, dining facilities, and/orbars. As may be appreciated, a Trailer 100 comprising a freightcontainer 104 configured to carry passengers is not limited inappearance or construction to the appearance or construction of trailersused in traditional tractor-trailers used today.

The freight container 104 may alternatively be configured to carrylivestock or other live, non-human cargo (and thus may be equipped, forexample, with stalls, food/water delivery systems, and windows and/or anHVAC system), and/or inanimate freight (e.g. packages, pallets). Thestructural design and weight of the freight container 104 may bedetermined based on the intended use of the Trailer 100 in light ofapplicable laws regarding, for example, gross vehicle weightrestrictions, weight per wheel restrictions, and safety requirements.The length of a freight container 104 of a Trailer 100 may vary,depending on the intended use thereof.

While the wheels 116 are standard, non-powered, non-steerable wheels,the wheels 108 are powered, steerable wheels. While the side view ofFIG. 1 shows the powered, steerable wheels 108 on two axles, in someembodiments a Trailer 100 may comprise only a single axle of powered,steerable wheels 108, and in other embodiments the Trailer 100 maycomprise more than two axles of powered, steerable wheels 108. Moreover,in some embodiments all of the wheels on a Trailer 100 may be powered,steerable wheels 108. The powered, steerable wheels 108 enable theTrailer 100 to drive independently, in at least some circumstances, of aREDBPT 200 or other tractor. In at least some embodiments, the powered,steerable wheels 108 beneficially provide greater stability and safetywhen driving under difficult weather and road conditions.

One or more motors 112 or other devices for converting stored chemicalor electrical energy into mechanical energy are provided inforce-transmitting communication with the powered, steerable wheels 108,both for causing the wheels 108 to rotate around their respective axlesand for steering the wheels 108. As discussed above, in some embodimentsthe Trailer 100 may comprise one or more motors 112 equipped to run onLNG, while in other embodiments the Trailer 100 may comprise one or moremotors 112 equipped to run on electricity. In some embodiments, theTrailer 100 may comprise one or more motors 112 configured to run on LNGand one or more motors 112 configured to run on electricity. In suchembodiments, the one or more motors 112 configured to run on LNG maydrive the powered, steerable wheels 108, while the one or more motors112 configured to run on electricity may be used for steering thepowered, steerable wheels 108. Alternatively, the one or more motors 112configured to run on LNG may be used to drive a generator for generatingelectricity, which electricity may be stored in the energy source 120and/or used to drive the one or more motors 112 configured to run onelectricity. Other forms of potential energy besides LNG and electricitymay also be used by the one or more motors 112 to generate mechanicalenergy.

The one or more motors 112 may be configured to drive the wheels 108 inforward or reverse. Particularly in embodiments of the presentdisclosure where the one or more motors 112 are electric motors, the oneor more motors 112 may be equally or nearly equally capable whenoperating in reverse as they are when operating in forward.

An energy source 120 is also provided on the Trailer 100, for providingfuel or electricity, as appropriate, to the one or more motors 112. Theenergy source 120 may be, for example, a battery or a fuel cell. Theenergy source 120 may also be, for example, a container for storing LNGor another fuel useable by the motors 112. In embodiments where theenergy source 120 stores LNG, the energy source 120 may also comprise abattery or fuel cell (or a battery or fuel cell may be providedseparately from the energy source 120) for powering one or moreelectrical devices on the Trailer 100, such as operating lights, thesensors 136, and/or the processing unit 140. Additionally oralternatively, embodiments of the present disclosure configured toutilize LNG as an energy source may comprise a generator and/or analternator for generating electricity to power and/or re-chargeelectrical systems on the Trailer 100.

The energy source 120 may be built onto or into the Trailer 100, orremovably secured to the Trailer 100. In embodiments where the energysource 120 is removably secured to the Trailer 100, the energy source120, when depleted, can be quickly exchanged with a fresh energy source120. For example, if the energy source 120 is a battery, then a depletedbattery may be removed from the Trailer 100 and a fresh battery attachedto the Trailer 100, after which the depleted battery can be chargedwithout causing the Trailer 100 to be out of service during the chargingtime. Notwithstanding the foregoing, in some embodiments the energysource 120 may be replenishable while the energy source 120 is securedto the Trailer 100. For example, where the energy source 120 is a LNGtank, the tank may be refueled without being removed from the Trailer100. Similarly, where the energy source 120 is a battery, the batterymay be recharged without being removed from the Trailer 100. In someembodiments where the energy source 120 is a battery, the battery may berechargeable through a regenerative braking system used with the wheels108 and/or the wheels 116 of the Trailer 100, or from a REDBPT 200 orother tractor attached to the Trailer 100, or from an external sourcethat is connected either directly to the energy source 120 itself or toa docking port 124 of the Trailer 100.

The Trailer 100 of FIG. 1 comprises two docking ports 124, one on eachend, for coupling the Trailer 100 with one or more REDBPTs 200 or othertractors, or with one or more additional Trailers 100. Each docking port124 is a load-bearing mating coupling. In some embodiments, a Trailer100 may comprise only one docking port 124. The docking port 124comprises a communication link 128 and an electrical link 132. Thecommunication link 128 enables the Trailer 100 to send data to andreceive data from a connected REDBPT 200 or Trailer 100. Such data mayinclude, for example, commands for controlling the powered, steerablewheels 108; commands for operating brakes on the wheels 108 and/or thewheels 116; data received from sensors 136 on the Trailer 100 or on aconnected REDBPT 200 or Trailer 100; GPS data or other data regarding alocation of the Trailer 100 and a connected REDBPT 200 or other tractor,or Trailer 100; data regarding the amount of fuel or electricityremaining in the energy source 120 or in an energy source of a connectedREDBPT 200 or other tractor; and data regarding an upcoming REDBPT 200exchange. The electrical link 132 enables the Trailer 100 to provideelectricity to, or receive electricity from, a connected REDBPT 200 orother tractor, or Trailer 100. In embodiments where the one or moremotors 112 are electric motors and the energy source 120 is a battery,the electrical link 132 may be utilized to recharge the battery. Inembodiments where the one or more motors 112 are LNG-powered motors, andthe energy source 120 is an LNG tank, the electrical link 132 mayprovide electricity for operating one or more lights and/or otherelectrical devices on the Trailer 100. In some embodiments of theTrailer 100, the one or more docking ports 124 may comprise only acommunication link 128, or only an electrical link 132, or only aload-bearing coupling. Also in some embodiments, the docking port 124may comprise a single link that provides the functionality of both thecommunication link 128 and the electrical link 132.

The docking ports 124 are configured to permit autonomous, in-motiondocking and undocking. In some embodiments, the docking ports 124 maycomprise one or more electromagnets that may be engaged for dockingpurposes and disengaged for undocking purposes. In other embodiments,the docking ports 124 may comprise one or more hooks movable between an“engage” position and a “release” position. Any fastening mechanism ordevice that can withstand the conditions to which a Trailer 100 will besubjected and that can safely secure a Trailer 100 to a REDBPT 200 orother tractor may be used for the docking ports 124. Additionally, insome embodiments the docking ports 124 may comprise one or more camerasor other sensors configured to gather information useful by theprocessing unit 140 and/or by the autonomous driving system 204 of theREDBPT 200 to enable the Trailer 100 and/or the REDBPT 200 toautonomously align their respective docking ports 124, 224.

The sensors 136 of the Trailer 100 are located in and/or around thefreight container 104 of the Trailer 100 (and, in some embodiments, onor near the wheels 108 and/or 116, the one or more motors 112, and/orthe energy source 120). The sensors 136 may comprise any sensors usefulfor monitoring the status, the environment, and/or the operatingparameters of the Trailer 100. For example, the sensors 136 may compriseRADAR, LiDAR, infrared, optical, and/or ultrasonic sensors. As furtherexamples, the sensors 136 may comprise accelerometers, odometers,tachometers, GPS and/or other position/location sensors. The sensors 136convert sensed information into electrical data, which is then providedto the processing unit 140 of the Trailer 100 or of the REDBPT 200 (viathe communication link 128).

The processing unit 140 of the Trailer 100 comprises a processor and amemory. The processing unit 140 receives data from the sensors 136 and,in some embodiments, via the communication link 128. The received datamay be stored in the memory, which memory also contains instructions forexecution by the processor. The instructions stored in the memory, whenexecuted by the processor, cause the processor to analyze the receiveddata and, where appropriate, generate and transmit commands and/or othersignals. For example, in some embodiments the processor 140 may generatedriving commands and then transmit the driving commands to the one ormore motors 112 and/or to the powered, steerable wheels 108, so as tocause the Trailer 100 to travel in a desired path (e.g., along a routeselected by the processing unit 140 to a destination). In otherembodiments, the processor 140 may determine, based on data receivedfrom the sensors 136, that a collision with another vehicle or otherobject is imminent, and may therefore generate and send one or moresignals to activate brakes on the wheels 108 and/or the wheels 116.

In some embodiments, the processing unit 140 of the Trailer 100 maycomprise a wireless communication transceiver for sending and receivinginformation wirelessly. For example, the processing unit 140 maycommunicate wirelessly with the plurality of sensors 136, with one ormore REDBPTs 200 (e.g., during a REDBPT Swap-Out maneuver), and with theInternet (whether to receive instructions from an owner or operator ofthe Trailer 100, or to obtain information about traffic, weather, roadconditions, or preferred routes, as examples). The wirelesscommunication transceiver may be used, for example, to connect theTrailer 100 to the Waze app or to any other app or service that providesinformation useful to navigation or operation of the Trailer 100.

As indicated above, the Trailer 100 is capable of independent (e.g.without connection to a REDBPT 200 or other tractor) locomotion andsteering. However, in some embodiments, the energy source 120 of theTrailer 100 does not enable the Trailer 100 to operate independently ofa REDBPT 200 for an extended period of time. As a result, the Trailer100 is advantageously connected to one or two REDBPTs for long-hauloperations. The ability of the Trailer 100 to operate independently of aREDBPT, though, facilitates the REDBPT exchange process, as described ingreater detail below.

A REDBPT 200 according to embodiments of the present disclosure is atractor that comprises an autonomous driving system 204, a plurality ofpowered, steerable wheels 208, one or more motors 212 or otherpropulsion device(s), an energy source 220, a docking port 224 with acommunication link 228 and an electrical link 232, and a plurality ofsensors 136.

The autonomous driving system 204 may comprise, for example, aprocessor, a memory, one or more wireless communication transceivers,and one or more wired communication transceivers. The autonomous drivingsystem 204 receives information from the plurality of sensors 136 on theREDBPT 200 and/or on a connected Trailer 100 via the one or morewireless communication transceivers and/or the one or more wiredcommunication transceivers. Executing instructions stored in the memory,the processor analyzes the received information, makes operatingdecisions for the REDBPT 200 (and, in some embodiments, for the Trailer100), generates corresponding commands, and transmits the commands tothe one or more motors 212, and/or to the plurality of powered,steerable wheels 208. Also, in some embodiments the autonomous drivingsystem 204 of a REDBPT 200 may be configured to control the Trailer 100,by sending instructions to the Trailer 100 wirelessly or via the dockingports 224, 124 for controlling, for example, the one or more motors 112,the powered, steerable wheels 108, brakes on the wheels 108 and 116,and/or the processing unit 140. A REDBPT 200 may control theacceleration, braking, and/or steering of a Trailer 100, for example,for as long as the REDBPT 200 is docked to the Trailer 100, or (if theREDBPT 200 and the Trailer 100 are equipped with wireless transceiversor other means of wireless communication) from start to finish of aREDBPT Swap-Out process, or for a portion of a REDBPT Swap-Out process.

In addition to storing instructions for execution by the processor, thememory of the autonomous driving system 204 may also store one or morenavigation databases, which the processor of the autonomous drivingsystem 204 may access to select one or more routes for reaching aparticular destination. The destination may be, for example, a REDBPTCharging and Dispatch Facility, or a delivery point for the contents ofthe Trailer 100. Information about the delivery point for the contentsof the Trailer 100 may be provided to the autonomous driving system 204by the processing unit 140 of the Trailer 100 via the docking ports124/224, or wirelessly via wireless communication transceivers, or froman owner or operator of the REDBPT 200 and/or of the Trailer 100 via awireless connection with the Internet).

The autonomous driving system 204 may also receive relevant informationfrom external sources via the wireless communication transceiver. Forexample, the autonomous driving system 204 may receive information abouttraffic, weather, and/or road conditions via the wireless communicationtransceiver and may use such information when selecting a route usingthe one or more stored navigation databases. Further, the autonomousdriving system 204 may be configured to select, for example, the mostenergy efficient route (which may be the route with the least change inelevation, or the route with the shortest distance, or the route thathas the fewest stop signs/stoplights), the shortest route, the fastestroute, the cheapest route (considering, for example, energy usage andtolls), or the route that passes the most REDBPT Charging and DispatchFacilities.

Although the autonomous driving system 204 is depicted in FIG. 2 asbeing located on a front end of the REDBPT 200, the autonomous drivingsystem 204 may be located elsewhere on the REDBPT 200.

The REDBPT 200 of FIG. 2 is shown as including a plurality of powered,steerable wheels 208. REDBPTs 200 according to other embodiments of thedisclosure may have more or fewer powered, steerable wheels. In someembodiments, the front wheels of the REDBPT 200 (e.g., the wheelsclosest to the autonomous driving system 204) may be steerable but notpowered, or vice versa. Similarly, the rear wheels of the REDBPT 200maybe powered but not steerable. Any combination of powered wheels,steerable wheels, powered and steerable wheels, and unpowered andunsteerable 201 wheels may be used, provided that the REDBPT 200 is ableto maneuver (whether alone or with a connected Trailer 100) on existingroad systems.

The REDBPT 200 also comprises one or more motors 212 or other propulsiondevice(s). Like the motors 112, the one or more motors 212 may beconfigured to burn LNG, or to be driven by electricity, or to convertanother form or source of potential energy into mechanical energy. Insome embodiments, the REDBPT 200 may have a hybrid configuration, withat least one motor 212 configured to burn LNG or another fuel (e.g.,compressed natural gas, diesel) to generate electricity, and at leastone electric motor 212 configured to drive the powered, steerable wheels208 of the REDBPT 200. Also in some embodiments, the REDBPT 200comprises one motor 212 per powered, steerable wheel 208, while in otherembodiments, one or more of the motors 212 of the REDBPT 200 areconfigured to drive a plurality of wheels 208.

Each REDBPT 200, as well as the Trailer 100, is capable of traveling ina forward or reverse direction, with little or no distinction ordifference in performance. Particularly when the REDBPTs 200 are poweredby electric motors 212, the primary difference between forward andreverse travel is the polarity of the charge applied to the electricmotors 212.

The REDBPT 200 comprises an energy source 220, which may be a tank forstoring LNG, a battery for storing electrical energy, a fuel cell, oranother energy source. The energy stored in the energy source 220 isprovided to the one or more motors 212 for operation thereof. In someembodiments, the energy source 220 is configured to store twice as muchenergy, or five times more energy, or as much as ten times more energy(or more) than the energy source 120 of the Trailer 100. Also in someembodiments, the energy source 220 is removably secured to the REDBPT200, such that the energy source 220, when depleted, can be quicklyexchanged for a full or charged energy source 220 by removing thedepleted energy source 220 and securing a full or charged energy source220 onto the REDBPT 200. In other embodiments, the energy source 220 isbuilt onto or into the REDBPT 200 or is not intended for routine removalfrom the REDBPT 200. Regardless of whether the energy source 220 isremovably secured to the REDBPT 200 or not, the energy source 220 may berecharged or otherwise replenished while secured to the REDBPT 200.

The docking port 224 of the REDBPT 200 is substantially similar to thedocking port 124 of the Trailer 100, except that the docking port 224comprises a female communication link 228 and electrical link 232, whilethe docking port 124 comprises a male communication link 128 andelectrical link 132. In other embodiments of the present disclosure, thedocking port 224 may comprise male connectors and the docking port 124may comprise female connectors, or each docking port 124, 224 may have amix of male and female connectors, or the connectors may utilize aconnection system other than a male/female connection system.

The REDBPT 200 also comprises a plurality of sensors 136, which aredescribed above in connection with the Trailer 100. The sensors 136provide information to the autonomous driving system 204 necessary toenable the autonomous driving system 204 to safely (e.g., withoutdamage, injury, or other harm to the REDBPT 200 or to persons, property,or objects external to the REDBPT 200) navigate a course.

A “Rig,” as that term is used herein, comprises at least one Trailer 100and at least one REDBPT 200. In some embodiments of the presentdisclosure, a Trailer 100 may self-navigate on short trips (e.g., withno REDBPT 200 coupled thereto), but for other trips one or two REDBPTs200 couple to the Trailer 100 to form a Rig that travels along roads,highways, streets, or other suitable pathways. Although not explicitlyshown in the Figures, a Rig may comprise a plurality of Trailers 100docked to each other, with one or more REDBPTs 200 docked to the frontof the plurality of Trailers 100, the rear of the plurality of Trailers100, and/or in between the plurality of Trailers 100. REDBPTs 200configured to dock in between two Trailers 100 comprise front and reardocking ports 224. In some embodiments, a plurality of REDBPTs 200 maydock to each other, which plurality of REDBPTs 200 may also be docked toone or more Trailers 100.

Persons of ordinary skill in the art will recognize, based on theforegoing disclosure, that the Trailer 100 and/or the REDBPT 200 maycomprise any external shape that is suitable for travel over roads andhighways, and that the foregoing disclosure is intended to describevarious components of the Trailer 100 and/or the REDBPT 200,respectively, without limiting the form or shape of those components.

FIGS. 3-5 depict several possible configurations of a Rig comprising aTrailer 100 and at least one REDBPT 200. FIG. 3 shows a Rig 300 in whicha single Trailer 100 is connected to two REDBPTs 200, one configured topull the Trailer 100 and the other configured to push the Trailer 100.The use of two REDBPTs 200 with a single Trailer 100 may be desirable,for example, when the weight of the Trailer 100 is particularly high,and/or when the course to be traveled is longer than can be made by asingle REDBPT 200 (based on the amount of energy storable in the energysource 220 of the REDBPT 200) and will not permit an exchange of REDBPTs200 at a suitable point along the course (e.g., at the point where theenergy source 220 of a single REDBPT 200 would be depleted), and/or whenthere is a wide range in the predicted travel time (whether due totraffic, weather, road conditions (including, for example, roadconstruction), or other factors) and a single REDBPT 200 will not haveenough stored energy to complete the course if the travel time is at thehigher end of the predicted range. In some embodiments, theconfiguration of the Rig 300 may occur only briefly, such as after afresh REDBPT 200 (e.g., a REDBPT 200 with replenished energy source 220)attaches to the Trailer 100 and before a depleted REDBPT 200 (e.g., aREDBPT 200 with a depleted energy source 220) detaches from the Trailer100.

FIG. 4 shows a Rig 400 comprising a single REDBPT 200 pulling a singleTrailer 100. FIG. 5 shows a Rig 500 comprising a single REDBPT 200pushing a single Trailer 100. The Rigs 400 and 500 may be used for anytrip where a single REDBPT 200 will have sufficient power to move theTrailer 100 along a desired course, and where the entire trip may beaccomplished using the energy stored in a single REDBPT 200 or,alternatively, where one or more fresh REDBPTs 200 will be availablealong the course for exchanging places with a depleted REDBPT 200. Insome embodiments, a Rig may begin a trip in the configuration of the Rig400, but end the trip in the configuration of the Rig 500 due to amid-trip, non-stop exchange of a depleted REDBPT 200 for a replenishedREDBPT 200.

The process of accomplishing such an exchange (a “Swap-Out”) isillustrated in FIGS. 6A-6C. When the battery or other energy source 220of the REDBPT 200 a of a Rig 600 approaches empty, or when the Rig 600approaches a predetermined Swap-Out location (e.g., a predeterminedsection of road), the Rig 600 may be met (while underway on the road) bya replenished replacement REDBPT 200 b. In some embodiments, thereplenished REDBPT 200 b may approach the Trailer 100 from behind (FIG.6A), under the control of the autonomous driving system 204 of theREDBPT 200 b or, in some embodiments, under the control of the REDBPT200 a. The REDBPT 200 b then docks with the Trailer 100 while theexhausted REDBPT 200 a is still docked to the front end of the Trailer100 (FIG. 6B). Once the replenished REDBPT 200 b is docked with thetrailer 100, a corresponding signal may be sent (either wirelessly orvia the Trailer 100) to the autonomous driving system 204 of theexhausted REDBPT 200 a. Upon receipt of the corresponding signalindicating that the replenished REDBPT 200 b has docked with the Trailer100, the processor of the autonomous driving system 204 of the exhaustedREDBPT 200 a may execute instructions stored in a memory of theautonomous driving system 204 that cause the exhausted REDBPT 200 a todetach, undock, or otherwise disconnect from the Trailer 100 (FIG. 6C).

After Swap-Out, the near-empty REDBPT 200 a may navigate itself (undercontrol of the autonomous driving system 204 of the REDBPT 200 a) to anearby Charging and Dispatch Facility, which may be the same facilityfrom which the fresh REDBPT 200 b used in the Swap-Out originated. TheREDBPT 200 a would then be recharged or refueled as appropriate, runthrough a thorough automated safety check, and made ready for its next“assignment.” Minor repairs and maintenance services might also beperformed at the Charging and Dispatch Facility. In some embodiments, aREDBPT 200 is managed by dispatching software that ensures the REDBPT200 always has a sufficient remaining charge to get to a nearby Chargingand Dispatch Facility. These facilities could be located anywhere alongthe usual routes of the Rigs. The dispatching software may be loadedinto the processor of the autonomous driving system 204 of the REDBPT200, or the dispatching software may utilize wireless communicationswith the autonomous driving system 204 via one or more wirelesstransceivers to obtain information from and provide information and/orinstructions to the REDBPT 200.

In another embodiment of the present disclosure, illustrated in FIGS.7A-7C, the original Rig configuration is maintained before and after theSwap-Out maneuver. In this embodiment, the fresh REDBPT 200 b pullsalongside the Trailer 100 and the depleted REDBPT 200 a (FIG. 7A). Uponarrival of the REDBPT 200 b, the REDBPT 200 a decouples itself from theTrailer 100 and distances itself from the Trailer 100, thus permittingthe fresh REDBPT 200 b to maneuver in front of the Trailer 100 (FIG.7B). The decoupling of the REDBPT 200 a from the Trailer 100 may result,for example, from the execution of instructions stored in a memory ofthe autonomous driving system 204 of the REDBPT 200 a by a processor ofthe autonomous driving system 204 of the REDBPT 200 a. The fresh REDBPT200 b then docks with the Trailer 100 (under the control of theautonomous driving system 204 of the REDBPT 200 b, the processor ofwhich executes instructions stored in a connected memory to accomplishthe docking), thus completing the Swap-Out maneuver. As described above,the depleted REDBPT 200 a navigates itself to a REDBPT charging stationwhere it can be replenished and made available for a Swap-Out withanother Rig.

The Swap-Out process of FIGS. 7A-7C is possible because the Trailer 100comprises powered, steerable wheels 108, one or more motors 112, anenergy source 120, and a processing unit 140—or, in short, because theTrailer 100 is capable of independent autonomous navigation (whethertemporary or not). During the period when no REDBPT 200 is docked withthe Trailer 100—which period may occur when the Trailer 100 is inmotion—the Trailer 100 autonomously maintains its speed and course. Insome embodiments, including the embodiments illustrated in FIGS. 6A-8C,the Swap-Out process may occur when the REDBPT 200 and Trailer 100 aretraveling along a freeway, at speeds ranging from 5 to 85 mph, or from30 to 80 mph, or from 55 to 80 mph, or from 60 to 70 mph. In someembodiments, one or more of the REDBPTs 200 participating in theSwap-Out process may send signals to and receive signals from theTrailer 100 (using, for example, radio links between wirelesscommunication transceivers of the processing unit 140 of the Trailer 100and the autonomous driving system 204 of the REDBPT 200), which signalsmay comprise information and/or commands that facilitate electroniccoordination of the movements of the Trailer 100 and of the REDBPT(s)200 and thus enable docking without stopping or otherwise interruptingthe progress of the Rig.

FIGS. 8A-8C illustrate a third Swap-Out process involving a Rigcomprising one Trailer 100 and two REDBPTs 200 a docked thereto (one ina pushing configuration and one in a pulling configuration). The processbegins with the fresh REDBPTs 200 b pulling alongside the Trailer 100and the exhausted REDBPTs 200 a (FIG. 8A). The REDBPTs 200 a then undockfrom the Trailer 100 and maneuver to distance themselves from theTrailer 100, thus allowing the fresh REDBPTs 200 b to maneuverimmediately in front of and behind the Trailer 100, respectively (FIG.8B). Finally, the fresh REDBPTs 200 b dock with the Trailer 100, and theexhausted REDBPTs 200 a begin navigation to a REDBPT charging station(FIG. 8C).

While FIGS. 8A-8C show the Swap-Out process happening simultaneously forthe REDBPTs 200 in front of and behind the Trailer 100 (which requiresthat the Trailer 100 navigate autonomously while it is undocked from anyREDBPT 200), in other embodiments the Swap-Out process happenssequentially. For example, the front REDBPT 200 a may undock from andthen distance itself from the Trailer 100, after which the front REDBPT200 b may maneuver in front of the Trailer 100 and dock with the Trailer100. This process would then be repeated for the rear REDBPTs 200 a and200 b.

When a Rig nears the end of a given trip and approaches the destinationof the Trailer 100, the one or more REDBPTs 200 attached to the Trailer100 may undock and return to a Charging and Dispatch Facility, while theTrailer 100 may independently navigate itself to its destination.Trailers 100 may be capable of independently driving themselves withinfreight distribution and Trailer repair facilities for loading,unloading, or services. Alternatively, the one or more REDBPTs 200attached to the Trailer 100 may remain docked to the Trailer 100 untilreaching the destination of the Trailer 100.

If, while a Rig is en route, one or both of the Trailer 100 and a dockedREDBPT 200 determine that a collision (e.g. with another vehicle on theroad, or with a foreign object on the road) is imminent, the Trailer 100and any docked REDBPTs 200 may uncouple (whether by the Trailer 100decoupling from any docked REDBPTs 200, or by the docked REDBPT(s) 200decoupling from the Trailer 100, or by the Trailer 100 and any dockedREDBPTs 200 decoupling simultaneously), and the Trailer 100 (whetheracting independently or under remote control of one or more REDBPTs 200)and/or the REDBPT(s) 200 may brake and/or steer off the road to minimizethe chance of injury to humans (e.g. by avoiding a collision withanother vehicle).

In some embodiments, Rigs according to embodiments of the presentdisclosure may be configured to drive in close formation to achievecorresponding aerodynamic benefits. In such embodiments, the REDBPTs 200of each Rig may be configured to communicate wirelessly with each otherto ensure that all of the Rigs accelerate, decelerate, and otherwisenavigate in a coordinated fashion. Operation of multiple Rigs in closeformation may reduce fuel or energy consumption by as much as ten tofifteen percent. Additional aerodynamic benefits may be achieved byutilizing lightweight carbon-fiber shrouds, shells, or connectors toreduce aerodynamic drag and further improve fuel/energy efficiency andreduce fuel/energy consumption.

The present disclosure also encompasses a dispatch system to managemultiple tractor, trailer, and Rig trips and to ensure that tractors(e.g., REDBPTs 200) are normally replaced with enough remaining chargeto reach a Charging and Dispatch Facility; and connectivity to roadinfrastructure or other sources to receive real-time traffic and roadconstruction updates.

Logistics and Economics: The Rigs described herein, due to theirautonomous driving capability, could operate 24 hours a day, 7 days aweek, thus maximizing return on investment. They could also be scheduledto avoid travel within metropolitan areas during heavy traffic times,such as morning and evening rush hours. Cities might even wish toencourage off-hour deliveries by charging the equivalent of highwaytolls for travel in dynamically geo-fenced areas (such as adjacent to anactive sports stadium or city center) during peak times. Such a tollingsystem could be automatically interfaced with the dispatch software,which could then optimize the most cost-effective andcongestion-friendly travel scenarios for the Rigs that interface withthe dispatch software. By using a tolling system, the dispatch softwarecould still complete rush deliveries on time, albeit at a premium cost.Thus, travel in congested areas would become a business decision basedon prescribed economic penalties or incentives.

With respect to Rigs as described herein that utilize electricity ratherthan LNG or another fuel, note that electricity is, historically, notonly a much cheaper fuel source than diesel and gasoline, but also hasproven over many decades to be very stable in price. By comparison, oilis subject to extreme price fluctuations depending on natural disasters,international conflicts, and geopolitics (see FIG. 11, comparing fuelprice stability and cost per mile for electric vehicles versusgasoline-powered vehicles, using data from the U.S. Energy InformationAdministration and other sources, and with a 1.4 cent per mile highwayuse tax added to industrial electricity prices).

In most states, REDBPT charging facilities could acquire power fromtheir own low-maintenance solar and/or wind farms. Wind and solarelectricity is now far cheaper to produce than coal or even natural gas.In 2017, Xcel Energy received 96 bids for Colorado wind power projects.The median bid was $18.10 per megawatt hour, or 1.81 cents per kilowatthour. The median bid for 152 solar projects was 2.95 cents per kilowatthour(https://www.bizjournals.com/denver/news/2018/01/16/xcel-energy-gets-unprecedented-response-to-power.html).This compares to 2015 average U.S. Industrial rates of 6.91 cents perkilowatt hour(https://www.eia.gov/electricity/annual/html/epa_02_04.html). However,the greatest challenge faced by solar and wind is their intermittentnature (e.g., they don't operate 24 hours a day/7 days a week). Becauseof this, utility-scale wind and solar farms often include large andexpensive battery backup systems. But if the wind and/or solar farm isco-located with the REDBPT Charging and Dispatch Facility, the REDBPTseffectively serve as battery storage systems for the renewable energygeneration facilities, capturing their electricity whenever it isgenerated and using it to move freight at the lowest possible cost. Thefacility can also be linked into the nation's electric grid, buyingelectricity when wind and solar aren't producing and selling surpluspower when renewable electricity is plentiful. Some facilities may evenchoose to further insure against periods of scarce wind or sunshine byincluding relatively low emission combined cycle natural gas electricityplants, some co-located with natural gas fields. “Wellhead” prices fornatural gas averaged 27% lower than Industrial prices between 2000 and2012 (U.S. Energy Information Administration). Natural gas is not justcheaper but also cleaner than most electricity produced by localutilities. The latest NGCC generators produce about a third as much CO₂as existing coal plants. But most freight could be moved using renewableelectricity from wind or sunshine.

A number of variations and modifications of the foregoing disclosure canbe used. It would be possible to provide for some features of thedisclosure without providing others.

Although the present disclosure describes components and functionsimplemented in the aspects, embodiments, and/or configurations withreference to particular standards and protocols, the aspects,embodiments, and/or configurations are not limited to such standards andprotocols. Other similar standards and protocols not mentioned hereinare in existence and are considered to be included in the presentdisclosure. Moreover, the standards and protocols mentioned herein andother similar standards and protocols not mentioned herein areperiodically superseded by faster or more effective equivalents havingessentially the same functions. Such replacement standards and protocolshaving the same functions are considered equivalents included in thepresent disclosure.

The present disclosure, in various aspects, embodiments, and/orconfigurations, includes components, methods, processes, systems and/orapparatus substantially as depicted and described herein, includingvarious aspects, embodiments, configurations embodiments,subcombinations, and/or subsets thereof. Those of skill in the art willunderstand how to make and use the disclosed aspects, embodiments,and/or configurations after understanding the present disclosure. Thepresent disclosure, in various aspects, embodiments, and/orconfigurations, includes providing devices and processes in the absenceof items not depicted and/or described herein or in various aspects,embodiments, and/or configurations hereof, including in the absence ofsuch items as may have been used in previous devices or processes, e.g.,for improving performance, achieving ease and/or reducing cost ofimplementation.

The foregoing discussion has been presented for purposes of illustrationand description. The foregoing is not intended to limit the disclosureto the form or forms disclosed herein. In the foregoing DetailedDescription, for example, various features of the disclosure are groupedtogether in one or more aspects, embodiments, and/or configurations forthe purpose of streamlining the disclosure. The features of the aspects,embodiments, and/or configurations of the disclosure may be combined inalternate aspects, embodiments, and/or configurations other than thosediscussed above. This method of disclosure is not to be interpreted asreflecting an intention that the claims require more features than areexpressly recited in each claim. Rather, as the following claimsreflect, inventive aspects lie in less than all features of a singleforegoing disclosed aspect, embodiment, and/or configuration. Thus, thefollowing claims are hereby incorporated into this Detailed Description,with each claim standing on its own as a separate preferred embodimentof the disclosure.

Moreover, though the description has included description of one or moreaspects, embodiments, and/or configurations and certain variations andmodifications, other variations, combinations, and modifications arewithin the scope of the disclosure, e.g., as may be within the skill andknowledge of those in the art, after understanding the presentdisclosure. It is intended to obtain rights which include alternativeaspects, embodiments, and/or configurations to the extent permitted,including alternate, interchangeable and/or equivalent structures,functions, ranges or steps to those claimed, whether or not suchalternate, interchangeable and/or equivalent structures, functions,ranges or steps are disclosed herein, and without intending to publiclydedicate any patentable subject matter.

Examples of the processors as described herein may include, but are notlimited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm®Snapdragon® 610 and 615 with 4G LTE Integration and 64-bit computing,Apple® A7, ABX, A9, A9X, A10, A10X, and All processors with 64-bitarchitecture, Apple® M7, M8, M9, M10, and M11 motion coprocessors,Samsung® Exynos® series, the Intel® Core™ family of processors, theIntel® Xeon® family of processors, the Intel® Atom™ family ofprocessors, the Intel Itanium® family of processors, Intel® Core®i5-4670K and i7-4770K 22nm Haswell, Intel® Core® i5-3570K 22nm IvyBridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300, andFX-8350 32nm Vishera, AMD® Kaveri processors, Texas Instruments® JacintoC6000™ automotive infotainment processors, Texas Instruments® OMAP™automotive-grade mobile processors, ARM® Cortex™-M processors, and ARM®Cortex-A and ARM926EJ-S™ processors. A processor as disclosed herein mayperform computational functions using any known or future-developedstandard, instruction set, libraries, and/or architecture.

1. A rig comprising: at least one tractor, comprising: a firstautonomous driving system comprising a first processor and a firstplurality of sensors, the first autonomous driving system configured tosteer the at least one tractor autonomously; a first energy source; atleast one tractor motor powered by the first detachable energy source;and a first docking port comprising a first communication link; and atleast one trailer, comprising: a second autonomous driving systemcomprising a second processor and a second plurality of sensors, thesecond autonomous driving system configured to steer the at least onetrailer autonomously; a freight container; a second energy source; atleast one trailer motor; a plurality of powered, steerable wheels; and asecond docking port detachably secured to the first docking port, thesecond docking port comprising a second communication link detachablysecured to the first communication link.
 2. The rig of claim 1, whereinthe first energy source is a first battery, the second energy source isa second battery, the at least one tractor motor is an electric motor,and the at least one trailer motor is an electric motor.
 3. The rig ofclaim 2, wherein the first battery has a greater capacity than thesecond battery.
 4. The rig of claim 2, wherein the at least one tractormotor has substantially equal capabilities when operated in forward andreverse.
 5. The rig of claim 1, wherein the first autonomous drivingsystem further comprises a first wireless transceiver.
 6. The rig ofclaim 5, wherein the first autonomous driving system receivesinformation about at least one of traffic and road conditions via thefirst wireless transceiver.
 7. The rig of claim 5, wherein the firstautonomous driving system controls at least one of acceleration,braking, and steering of the at least one trailer via the communicationlink or the first wireless transceiver.
 8. The rig of claim 1, whereinthe at least one trailer comprises a regenerative braking system.
 9. Therig of claim 1, wherein the second plurality of sensors comprises aradar, a LiDAR, or a camera.
 10. The rig of claim 1, wherein the atleast one tractor is docked to a rear end of the at least one trailerand is further configured to push the at least one trailer.
 11. Atractor-trailer system comprising: a trailer comprising: at least onetrailer coupling; and a storage volume; and a tractor comprising: aplurality of wheels; an electric motor operably connected to theplurality of wheels so as to selectively drive the wheels; a tractorcoupling detachably secured to the at least one trailer coupling; and anautonomous navigation system comprising: a first plurality of sensors; aprocessor; and a memory storing instructions for execution by theprocessor, the instructions, when executed by the processor, causing theprocessor to selectively detach the tractor coupling from the at leastone trailer coupling while the tractor and trailer are in motion. 12.The tractor-trailer system of claim 11, wherein the selective detachmentof the tractor coupling from the at least one trailer coupling occurswhile the tractor and trailer are traveling between 5 miles per hour and85 miles per hour.
 13. The tractor-trailer system of claim 11, whereinthe storage volume comprises a plurality of passenger seats and alavatory.
 14. The tractor-trailer system of claim 11, wherein thetrailer further comprises: a plurality of powered, steerable wheels; asecond plurality of sensors; and a processing unit capable ofautonomously controlling operation of the powered, steerable wheels,based in part on information from the second plurality of sensors. 15.The tractor-trailer system of claim 14, wherein the powered, steerablewheels are powered by at least one electric motor.
 16. Thetractor-trailer system of claim 11, wherein the tractor furthercomprises a tractor battery.
 17. The tractor-trailer system of claim 16,wherein the trailer further comprises a trailer battery, and the storagecapacity of the tractor battery is at least five times greater than thestorage capacity of the trailer battery.
 18. The tractor-trailer systemof claim 11, further comprising a second tractor comprising a secondtractor coupling, and wherein the trailer comprises at least a secondtrailer coupling detachably secured to the second tractor coupling. 19.The tractor-trailer system of claim 11, wherein the memory storesadditional instructions for execution by the processor, the additionalinstructions, when executed by the processor, causing the processor toselectively cause the tractor coupling to attach to the at least onetrailer coupling while the tractor and trailer are in motion.
 20. Along-haul transport system comprising: a trailer comprising: anenclosure for holding passengers or cargo; a trailer docking port; aplurality of sensors; a processing unit capable of autonomously drivingthe trailer, based in part on information received from the plurality ofsensors; and a plurality of powered, steerable wheels controlled by theprocessing unit; and a plurality of autonomous tractors, each autonomoustractor comprising: a tractor docking port removably attachable to thetrailer docking port; an autonomous driving system; a second pluralityof sensors configured to provide sensed information to the autonomousdriving system; a replaceable battery; and at least one electric motorpowered by the replaceable battery, the at least one electric motordrivingly connected to a plurality of wheels, wherein each of theplurality of autonomous tractors, under the control of the autonomousdriving system, sequentially docks with the trailer via the tractordocking port and the trailer docking port while the trailer is inmotion; remains docked with the trailer until reaching a predeterminedbattery level or geographical location; and undocks from the trailerwhile the trailer is in motion.